Propulsor device



Fel 10, 1970 G. w. KORPER m 3,494,317

PROPULSOR DEVICE Filed June 2l, 1968 4 Sheets-Sheet 1 Feb. 10, 1970 G.w. KORPER nl 4'3,494,317

PROPULSOR DEVICE Filed June 2l, 1968 4 Sheets-Sheet 2 v//V /f/vra IGeorgie WKGI er Feb. 1o, 1970 G, w, KORPER .n 3,494,317

PROPULSOR DEVICE Filed .June 21, 196s .4 sheets-sheet s.

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PROPULSOR DEVICE Filed June 21, 196s sheets-sheet 4 v :.95 gz f/@Gf.sw/rc/f- Qf 20 296 I t fY/EL JIJ/Ply l I/go PESUK/ZED F061 SUPPLYOF5/P17770# 0F @is Geowe ,M/offer United States Patent O 3,494,317PROPULSOR DEVICE George W. Korper III, Baltimore, Md. Gte. 612,Artiticer Farm, Aldie, Va. 22001) Filed June 21, 1968, Ser. No. 739,127Int. Cl. B63h 11/02 U.S. Cl. 114-665 17 Claims ABSTRACT OF THEDISCLOSURE A propulsor device which is useful for propelling marinevessels is provided with a combustion chamber and tubular ductconstruction of special configuration and relationship to one another.The combustion chamber has a single primary opening formed in it forproviding a communication between the combustion chamber and the tubularduct. A fuel and combustion-supporting gas mixture are supplied to thecombustion chamber where the fuel and gas mixture are ignited to producea detonation, chain-breaking reaction which results in the formation ofa shock wave. The combustion chamber has a tapered conguration in thedirection of its primary opening so that the shock wave is focused andreinforced as it exists from the combustion chamber, through the primaryopening, and into the tubular duct. The shock wave strikes the surfaceof a liquid (water or whatever liquid medium the device is beingutilized in) which is inducted into the tubular duct means prior to thedetonation of the fuel and gas mixture. The tubular duct means includesan internal space, as measured between the average level of inductedliquid in the tubular duct and the level of communication between thetubular duct and the primary opening of the combustion chamber, which isgreater than the internal volumetric space of the combustion chamber -sothat substantially all detonation gases yare exhausted from thecombustion chamber prior to impact of the shock wave with the liquidcontained within the tu bular duct means. By this arrangement, a slug ofliquid is rapidly expelled from the tubular duct means, and pressureconditions within the combustion chamber are substantially reduced bythe rapid movement of the shock wave out of the combustion chamber andthrough the tubular duct connected thereto. The lower end of the tubularduct means is curved so that a propelling force is provided when thepropulsor is used in a generally upright attitude. The combustionchamber and tubular duct are related to one another so that reflectedwaves produced by the initial impact of the shock wave with liquid inthe tubular duct are utilized to draw in additionalcombustion-supporting gas, and to create a turbulence of the same withfuel mixture (while at the same time avoiding a residual turbulentignition), for a subsequent detonation cycle. The device may be usedwith a variety of fuels, and one example of operation utilizes hydrogengas as a fuel, as ignited by a high energy sparking device positionedWithin the combustion chamber at a point which is aligned with a centrallongitudinal axis of the tubular duct and the primary opening of thecombustion chamber.

BACKGROUND AND BRIEF DESCRIPTION OF INVENTION This invention relates topropulsor devices which are useful for marine propulsion, and inparticular, the invention is concerned with improvements in propulsordevices of a type which ignite a fuel mixture in a combustion chamber soas to expel a slug of water from a tubular duct which has one endconnected to the combustion chamber and a free end which can be placedbelow the body of a liquid in which the device is to be operated. Thepropulsor device of this invention has practically no moving parts ofthe type normally associated with internal combustion engines, and novelconstructions and relationships are provided to assure a detonationwhich produces a shock wave for rapidly impacting a slug of water out ofthe tubular duct means.

Prior devices are known which attempt to expand a volume of water out ofan upstanding duct communicating with a body of water in accordance withperiodic explosions and expansions of gases which take place above thevolume of water which is contained within the upright tubular duct.However, extensive research on this subject has failed to produce anydevice which is efficient in expelling slugs of water from a duct, andno known device has been developed which would be useful in a widevariety of propulsion requirements for actual marine use. Basically,prior devices have attempted to explode a gaseous fuel mixture above aslug of water contained within a tube so as to expand the slug of waterout of a free end of the tube and into a body of water in which thedevice is operating. After each expansion of a volume of water out ofthe tube, a new volume is drawn back into the tube for a subsequentexpulsion by a subsequent explosion in the device. However, it can beseen that a reaction force is created by the re-induction of a newvolume of water into the tube after each expulsion from the tube, andthus, the net propulsive effect of such a device depends upon adifference in the rate at which water is expelled as compared to therate at which a new volume of water is drawn back into the tube. Priorresearch and development on this subject has not produced a device whichoffers a satisfactory propulsive effect, and the present invention hasdiscovered important and critical relationships which producesubstantially improved results over anything known prior to thisinvention.

A number of prior attempts to device propulsor units of the typediscussed above have resulted in rather complex equipment requiringcarefully controlled valves for both the fuel mixture and for directingthe flow of water into and out of a tubular duct associated with acombustion chamber. Certain prior art developments have completelyavoided any induction of a slug of water upwardly into a tubular ductAassociated with a combustion chamber, and such efforts have beenprimarily concerned with creating venturi effects or similar reactionsto obtain a propulsive component at a terminal end of an exhaust ductassociated with a combustion chamber. For example, McCullum Patent2,412,825, Dec. 17, 1946, describes a device wherein a forward motion ofthe device through a body of water is required to maintain a propulsiveeffect obtained at the end of an exhaust duct. Other devices of asimilar nature are described in Wille Patent 3,232,047 and Brown et al.Patent 3,265,027.

- Another line of development in this art has considered the possibilityof inducting a quantity of water into a tube or chamber, and then,expelling the inducted quantity of liquid outwardly from the tube orchamber by the expansion of an ignited gas. Patents which haveconsidered this possibility include Edlin 1,117,351, Gongwer et al.2,522,945, Gongwer 2,714,800, and Coxe et al. 2,664,297. However, thearrangements which have been attempted involve the use of valvingdevices within the propulsor unit itself to control the induction andexhaustion of liquid to and from the unit together with rather complexdevices for controlling the admission of fuel and air mixture to acombustion chamber associated with the device. The present inventioninvolves substantial improvements in the type of system which inductswater, or other liquid medium, into a tubular duct for subsequentexpulsion from the duct. In contrast to prior art attempts, the presentinvention accomplishes markedly improved propulsion effects from muchsimpler equipment than has been developed before. Other prior art onthis subject includes U.S. Patents 632,662, 1,799,133, 2,203,010,2,463,- 820, 2,528,354, 2,885,988, 3,024,597, 3,060,682, 3,107,486,3,137,994, 3,137,997, 3,244,374, 3,271,947, 3,279,179, and 3,303,652.Foreign patents on this subject include German Patent 841,552 andRussian Patent 154,843.

In accordance with the present invention, it has been determined that.prior art arrangements have been unsatisfactory in producing a rapidexpulsion of an inducted water slug from a tubular duct or chambercommunicating with a combustion chamber. It is theorized that all knownprior art systems have failed to produce and deliver shock waves to thesurface of water contained within an induction tube. The failure toproduce and deliver a shock wave may be a result of explosions andpseudo-detonations which produce a relatively mild and gradual expansionof gases within a propulsor device so as to expand a quantity of waterout of an induction tube and into a watery environment in which thedevice is operating. It has been found that prior art systems have beeninadequate in providing for controlled fuel and gas admission and amixture within combustion chambers associated with such devices, andfurther, prior art systems have failed to produce shock waves which willrapidly expel water from an induction tube in ay manner which willprovide for efficient propulsion of a marine vessel. In completecontrast, the present invention achieves a detonation, and a shock waveis produced within a combustion cham- =ber without interferring waveswhich increase pressure and reduce velocity in a given direction. Theshock wave functions to sharply impact and blast a slug of water out ofan associated tubular duct. Further, the present invention provides fora relatively simple device which is easily and economicallymanufactured, and components of the device are related to one another toachieve (a) an improved admission and mixing of fuel and gas, (b)ignition from a high energy point source, and (c) production andstrengthening of a shock wave which impacts a water slug without beingbroken up prior to such impact. The relationship of a combustion chamberand associated tubular duct means of the present invention is such thatsubstantially all explosion products are exhausted out of the combustionchamber prior to impact of a produced shock wave with the surface of aslug of water within the tubular duct means. There is no interferencewith the formation and travel of the shock wave to the water slug, andin fact, it is believed that the shock wave is strengthened by aspecific conguration of the propulsor, as provided by the presentinvention. Improved means are provided for admitting and mixing fuel andgas mixtures into the combustion chamber of the invention device, andreflected pressure waves resulting from impact of the shock wave withwater are utilized to obtain an efficient injection and mixing of fuelmixtures into the combustion chamber of the propulsor device.

The device of the present invention includes a combustion chamber meanshaving a single primary opening formed through one end of the combustionchamber. The single primary opening provides for a communication of thecombustion chamber with a tubular duct means which is connected to thecombustion chamber. The tubular duct means is suiciently long to receiveinducted slugs of water into a lower portion while leaving a relativelylarge gas space above the average levels of inducted slugs. When certainfuels are utilized, an ignition device is positioned within thecombustion chamber at a point which is approximately in line with acentral longitudinal axis of the tubular duct means and the primaryopening formed into the combustion chamber. Fuel and gas mixtures areadmitted into the combustion chamber through passageways formed in thetubular duct means at a level which is closely adjacent to thecommunication of the tubular duct means with the combustion chamber. Inthis sense, the combustion chamber portion of the unit is essentially aclosed chamber having a single primary opening which functions both as afuel admission and an explosion exhaust port. 'I-Iowever, small portsfor fuel admission may be provided as secondary openings into thecombustion chamber for certain configurations. No valves or othermovable devices are required within the combustion chamber, and theinternal walls ofthe combustion cham- =ber are constructed to promote,and even strengthen, a shock wave which is formed by detonation of fuelwithin the combustion chamber. The combustion chamber is shaped so as todirect a moving shock wave towards the single primary opening of thecombustion chamber without disrupting or destroying the detonation shockwave. It has been found that if a certain space and volume is providedin a portion of the tubular duct means which is immediately downstreamofthe primary opening of the combustion chamber, the shock wave can reachthe surface of a slug of water contained within a more remote portion ofthe tubular duct means without being disrupted or broken up during itsentire travel from the combustion chamber. The result of this improvedarrangement is that there is a very sharp impact of a shock wave with aWater slug carried within the tubular duct means, and there is a rapidexpulsion of the water slug from the tubular duct means, as contrastedwith prior art device which can be characterized as pushing or expandingwater from a tube at a relatively slow rate. The very rapid expulsion ofa slug of water from a tubular duct results in substantially improvedpropulsive effects, and the net propulsion of the device of thisinvention is much greater than that achieved with prior systems eventhough the present invention also inducts a new slug of water back intothe tubular duct means after each cycle of operation. Although the netpropulsive effect of the present invention is suiciently high to permitthe use of a tubular duct having merely a curved outlet end, it is alsopossible to further improve the performance of the device of thisinvention by adding -auxiliary devices for augmenting the thrust of therapidly expelled water slug.

The present invention is especially useful for propelling marinevessels, and the simplied constructional features which are provided bythe present invention permit the safe use of hydrogen gas as acombustion fuel. However, it has been found that a wide range of fuels,including fuels in powder form, can be used in the device of thisinvention because of the vastly improved turbulence which is created forthe mixing of fuel within the combustion chamber. Also, the device ofthe present invention is useful for non-marine applications, such as inthe production of shock waves in a liquid medium, and any applicationwhere it is desirable to expel slugs of liquid at a rapid rate. It ispossible to modify the device of this invention for use in pumping andsimilar applications.

The present invention also provides for a substantially improvedignition system for use with a propulsor of the type described above.The improved ignition system may be solid state and includes a pulsegenerator having features which permit regulation of operating frequencyof the propulsor unit.

These and other features and advantages of the invention will becomeapparent in the more detailed discussion which follows, and in thatdiscussion, reference will be made to the accompanying drawings asdescribed below.

BRIEF DESCRIPTION OF DRAWINGS FIGURE l is an elevational view of a basicpropulsor device constructed in accordance with the present invention;

FIGURE 2 is an elevational cross section of a portion of a propulsordevice of the type illustrated in FIG- URE l;

FIGURE 3 is a perspective view of a sleeve element utilized in theconstruction shown in FIGURE 2;

FIGURE 4 is a top plan view of the propulsor device of FIGURE 1 as seenat a cross section taken on line 4-4 of FIGURE 1;

FIGURE 5 is an elevational view of a propulsor device attached to .amarine vessel, and the drawing is partially cut away to show the levelof water within a tubular duct means of the propulsor unit prior todetonation of a fuel mixture within a combustion chamber portion of thedevice;

FIGURE 6 is a view similar to FIGURE 5 (but omitting the attachment ofthe device to a marine vessel) and illustrates the expulsion of waterfrom the tubular duct means after a detonation has taken place withinthe combustion chamber of the device;

FIGURE 7 is a further view similar to FIGURE 5 showing the return ofwater into the tubular duct means after the expulsion shown in FIGURE 6;

FIGURE 8 is an elevational cross section of a portion of the terminalend of a tubular duct means associated with the propulsor device of thisinvention, and an augmenter device is shown in cross section at theterminal end which is illustrated;

FIGURE 9 is an elevational cross section of an alternate form ofaugmenter that may be utilized when the device is used for other pumpingsituations;

FIGURE 10 is a perspective view of a portion of a propulsor device,showing an alternative construction for passageways which admitcombustion-supporting gas into the combustion chamber of the device;

FIGURE 11 is an elevational cross-sectional view of a combustion chamberof a propulsor device which has alternative fuel injection meansprovided through wall portions of the combustion chamber;

FIGURE 12 is an elevational view, partially in cross section, showing amodified propulsor device associated with a hydrofoil structure;

FIGURE 13 is a schematic view of an alternative use of the propulsordevice of the present invention;

FIGURE 14 is a schematic View of a control system associated with apropulsor device of the present invention;

FIGURE 15 is a graphic illustration of a typical control and operationof a propulsor device operated in accordance with the present invention;and

FIGURE 16 is a schematic view of an alternate form of control systemthat may be used with the present invention.

novel propulsor device of this invention is illustrated. The

propulsor device is shown in a generally upright attitude for use inpropelling marine vessels through a body of water. However, it is to beunderstood that the propulsor device of this invention may be used inother attitudes, and also, it may be used for purposes other thanpropelling vessels through water. Throughout this application, thedevice will be referred to as a propulsor device, and it is intendedthat the general term propulsor encompass any use or adaptation whereinthe principles of the present invention can be utilized to rapidlypropel quantities of liquid. Thus, the device is not limited to marinepropulsion uses, and it may be utilized for pumping situations and inuses where liquids other than water are drawn into and expelled out ofthe device. The basic propulsor device comprises a combustion chamberportion 10 which communicates with a tubular duct means 12. A terminalend portion 14 of the tubular duct means is curved, and the terminal endportion is open at 16. The combustion chamber 10 and tubular duct 12 mayhave generally circular cross section. Additional terminal ends 14 maybe provided if desired, and valving or jetting devices may be included,at the junction of the tubular duct 12 with the plurality of curved ends14, to dictate a direction of fluid flow into and out of selected endportions.

When the illustrated propulsor device is used in marine applications, aquantity of water is received within the tubular duct means 12 for beingrapidly expelled from the open end 16 of the device. Rapid expulsion ofthe quantity of liquid from the tubular duct means 12 is accomplishedwhen a detonation, chain breaking, type of reaction takes place withinthe combustion chamber 10. In accordance with the developments anddiscoveries of the present invention, critical relationships have beendevised for producing a shock wave within the combustion chamber 10, andthe shock wave is delivered to the tubular duct means 12 to strike andrapidly expel water out of the tubular duct means 12. In the generalarrangement shown in FIGURE l, a fuel is admitted to the combustionchamber 10 by way of a central supply conduit 18 having secondaryconduits 20 leading through a portion of the propulsor device so as tointroduce fuel into the combustion chamber portion 10. Also, airpassageways 22 are formed through a portion of the propulsor device sothat combustion-supporting air can be drawn into the device whenrequired. An igniter 24 is provided to produce a high energy(approximately 15,000 volts) spark within the combustion chamber 10 forinitiating a shock wave formation within the chamber. The igniter 24 isconnected to a suitable source of electrical energy, and periodicsparking of the igniter is accomplished with timing devices associatedwith the propulsor ignition equipment. An adjustable bracket means 26may be provided for supporting the conduits 18 and 20 together with adistribution coupling 28.

The general arrangement which has been just described for the FIGURE 1illustration provides for a propulsor device which has an overallconfiguration somewhat similar to devices attempted and tried in theprior art mentioned above. However, applicant has innovated a propulsordevice which offers substantially, and even unexpectedly, improvedperformance over anything known to him prior to this invention, andcertain critical relationships and constructional features are requiredto accomplish the very desirable results of shock wave formation andvery rapid expulsion of water from the tubular duct means 12. Prior artdevices have probably produced ternporary shock waves (which quicklybreak down and dissipate in a general deflagration-type explosion), andsuch prior attempts have accomplished only an inefficient movement of aquantity of water out of upstanding tubes associated with the prior artdevices. A comparison of prior art devices with the present inventionwould contrast what amounts to an expansion of gases and a subsequentpushing of water out of a tube with applicants rapid expulsion orblasting of a quantity of water out of a tube. Prior art explosions havehad a tendency to penetrate a water column contained within a tube, andthis results in inefficient expulsion of water from the tube. Applicantsimproved performance is a result of a shock wave being formed anddelivered to the quantity of water which is contained within the tubularduct means 12, and the shock wave strikes the surface of the water withsuicient force to cause a rapid expulsion of the quantity, or slug, ofwater from within the tube. The striking of a shock wave with thesurface of a quantity of water in the tubular duct means 12 may becompared to what happens when one billiard ball strikes another to relayits energy into a movement of the second billiard ball. In a similarmanner, a complete slug of water is rapidly expelled out of the tubularduct means 12 with the device of this invention, and all water andcombustion products are removed frorn both the combustion chamber 10 andthe entire tubular duct means 12 as a result of the rapid expulsion ofWater from the tubular duct means. It can be appreciated that a lowpressure condition is created within the propulsor device during theexpulsion cycle, and at this point, fuel and air are inducted oradmitted into the device to prepare the combustion chamber for asubsequent detonation and formation of a shock wave.

It has been found that a successful shock wave formation is a result ofcertain critical relationships that must exist in a propulsor device ofthe type contemplated by the present invention. FIGURE 2 illustrates avertical cross-sectional view of a portion of a propulsor device to showrelationships which exist between the combustion chamber portion 10, atubular duct means 12 which communicates therewith, and passageways 30which function to admit fuel or air, or both. Unlike prior arangements,the combustion chamber portion 10 of the present invention isessentially a closed chamber having only a single primary opening 32communicating into the cham ber. The single primary opening 32 can beconsidered the cross-sectional opening which exists between theconnection of the combustion chamber interior to the internal borethrough the tubular duct means. No separate valving devices are requiredfor an operation of the propulsor device of this invention, andtherefore, the combustion chamber can consist of a Very strongconstruction having a closed end 33 for producing a detonation, chainbreaking, type of reaction. The single primary opening 32 forms a directcommunication between the combustion chamber portion 10 and the tubularduct means 12, so that a shock wave which is formed in the combustionchamber can be delivered down the tubular duct means 12 to the surfaceof a quantity of water contained within the tubular duct means. It hasbeen found that a preferred construction of the combustion chamber 10provides for a generally tapered internal configuration for the chamber.The internal walls of the combustion chamber are tapered so as toconverge as they extend from a closed end of the chamber (where theigniter means 24 is located) towards the primary opening 32 leading tothe tubular duct means 12. Alhtough a range of tapers may be utilized invarious constructional embodiments of the present invention, it has beenfound that an average taper within the range of 5 degrees to 45 degrees(as related to an axis parallel with the central longitudinal axis ofthe propulsor unit) is desirable, and FIGURE 2 illustrates an example ofa preferred construction wherein a taper of approximately 15 degrees isprovided. Also, it has been found that compound tapers may be utilizedwherein an upper portion of the combustion chamber consists of a lessertaper than a lower portion of the combustion chamber, but the compoundtapers should provide an average taper from one end of the chamber tothe other within the range mentioned above. Since the igniter means 24is located in a closed end 33 of the combustion chamber, it is possibleto produce a detonation reaction which forms a shock wave within thechamber. By positioning the igniter means 24 in alignment with thecentral longitudinal axis of the tubular duct means 12 (and of theprimary opening 32), the shock wave is directed, and even strengthened,in its travel towards the primary opening of the combustion chamber 10and into the tubular duct means 12. Thus, a mixture of fuel andcombustionsupporting air, or gas, can be ignited Within the combustionchamber 10 by a single point source, high energy, spark to produce ashock wave Which is delivered down the tapered configuration of thecombustion chamber to the surface level of water contained within thetubular duct means 12. It is important that the tubular duct means havean internal diameter which is the same as, or greater than the diameterof the primary opening 32 so that the formed shock wave is not broken upin its travel from the combustion chamber 10 into the tubular duct means12. This relationship is shown in the sectional view of FIGURE 2.

FIGURE 2 also illustrates certain critical relationships in thepropulsor device for inducting or admitting combustion-supporting gasinto the combustion chamber prior to each detonation `within thechamber. As discussed above, passageways 22 are provided through aportion of the propulsor device Afor admitting air, or other gas, intothe combustion chamber 10. As shown in FIGURE 4, the passageways 22 maycomprise bores which are positioned about the device in the samehorizontal plane as the fuel admission bores 30, and the passageways 22communicate directly with an outside atmosphere surrounding thepropulsor device. Since relatively low pressure conditions are createdwithin the combustion chamber 10 after each detonation, it is possibleto induct air, or other gas, into the combustion chamber 10 after eachdetonation. The passageway 30 which is illustrated in FIGURE 2 is shownin communication with a fuel inlet conduit 20, but similar passageways22 communicate directly with the atmosphere, as shown in FIGURES l and2. Although the pass'ageways 22 and 30 may be formed in variouspositions through portions of the propulsor device, it is preferred thatthe combustion-supporting gas passageways 22 be formed in closeproximityto the communication of the combustion chamber 10 with the tubular ductmeans 12. This is the arrangement shown in FIGURE 2 wherein thepassageway 30 (and similar passageways 22 on the same horizontal plane)are formed to enter the propulsor device just below the primary opening32 of the combustion chamber 10. In the particular embodiment of FIGURE2, the openings 22 and 30 are formed thro-ugh a ring portion 34 which isformed integrally with the main body of the combustion chamber 10. Thering portion 34 may have a channel 36 formed about its outercircumference to receive stainless steel turnings 38 as a fire retardantpacking about the entire ring formation 34. The fire retardant packingprevents an escape of flame or sparks from the combustion chamber 10when premature or incorrect ignition takes place. An outer ring member40 functions to hold the packing 38 in place within the channel 36, andalso the conduits 20 can be supported by threaded connection tubes 42which are carried in the outer ring 40. In the embodiment of FIGURE 2,there is also provided an integral depending skirt portion 44 whichcomprises a further extension of the combustion chamber 1f). Thedepending skirt portion 44 is annular in form and functions to receivean upper end of the tubular duct means 12 when the propulsor device isassembled. As discussed above, the internal diameter of the tubular ductmeans 12 is substantially constant throughout its entire length so thatno restrictions interfere with the rapid expulsion of a slug of waterout of the lower end of the tubular duct means 12. However, it ispreferred to provide a configuration at the level of induction ofcombustion-supporting gas, `which will prevent an escape of pressure outof the passageways 22 and 30 during a detonation formation of a shockwave within the combustion chamber 10. Accordingly, a separate sleevemember 46, having a tapered configuration, is carried within thedepending skirt 44 so as to provide a venturi effect for the passageways22 and 30. The separate sleeve member 46 may be considered a part of theupper end of the tubular duct means 12 since its internal bore iscoextensive with the internal bore of the tubular duct means. It can beseen in FIGURE 2 that the general taper of the combustion chamber 10interior converges towards the primary opening 32. At that level,combustion-supporting gas is inducted into the device, and a slightdiverging taper is provided by the sleeve member 46 so that there is nodisruption of the shock wave as it travels past the passageways 22 and30. Also, it is important that the lowermost terminal end 48 of thecombustion chamber interior be slightly offset towards the interior ofthe device, as related to the minimum internal diameter of the separatesleeve member 46. Stated another way, the diameter of the primaryopening 32 should be slightly smaller than the minimum diameter of theupper end of the tubular duct means 12 so that a shock wave can travelpast the openings 22 and 30 without disruption and without escape fromthe device. Although the sleeve member 46, with its diverging taperconfiguration, has been described as a separate member for insertion inthe device, it can be appreciated that the uppermost end of the tubularduct means 12 can be formed to provide the desired taper for producing aventuri effect at the level of air induction into the system. However,the arrangement which is shown in FIGURE 2 is especially useful becauseit permits careful adjustment of the inlet areas of the passageways 22and 30 By inserting the separate sleeve member 46 to a desired level,portions of the individual passageways 22 and 30 can be cut off toprovide `more or less inlet area. Once the desired inlet areas areestablished, the separate sleeve member can be fixed in its position bya set screw 50, or by any other equivalent fastening device. Then, thetubular duct 12 can be inserted so as to abut against a lower end of theseparate sleeve member 46, and a series of set screws 52 can be used tofix the position of the tubular duct means relative to the cornbustionchamber portion of the propulsor device. The internal diameter of thetubular duct means is the same as the lowermost internal diameter of theseparate member 46 so that a smooth internal passageway is provided inthe tubular duct means.

In the embodiment illustrated in FIGURES l through 4, there is shown atypical arrangement for a propulsor device which utilizes hydrogen gasas a combustible fuel. The propulsor device of this invention permits asafe use of hydrogen gas as a 4primary fuel, and it can be appreciatedthat the combustion products of hydrogen gas do not contribute to air orwater pollution, as is the case with many other fuels in present dayuse. However it has been found that a wide variety of fuels can beutilized in the propulsor device of this invention, and fuels ingaseous, liquid, and solid states will produce a shock wave in thedevice if admitted with a correct proportion of air or other gas forsupporting combustion. When a gaseous fuel, such as pressurized hydrogenor butane, is being used in the device, the fuel supply may be in theform of a steel container which is sufficiently strong to contain aliquid form of the fuel at a very high presusre. The fuel supplycontainer may include standard and known valving devices for releasinggaseous fuel from the container. Referring to the arrangement shown inFIGURE 1, the conduit 18 may be connected to valving devices associatedwith the pressurized container, and control means (which will bediscussed wit'h reference to FIGURE 13) will regulate the release offuel from the container for induction into the propulsor device throughseparate conduits 20. As shown in FIGURE 4, four separate conduits 20may be utilized to distribute hydrogen fuel from the central conduit 18into the passageway 30 of the propulsor device. Of course, it is to beunderstood that if the fuel is delivered from a pressurized supply, itis actually forced into the propulsor device by the difference inpressure of the fuel as compared with the interior pressure of thepropulsor unit. Other systems for admitting fuel into the propulsordevice may rely upon an induction of fuel through the passageways 30 bythe relatively low pressure conditions created in the device during andafter each expulsion cycle. Although four secondary conduits 20 areillustrated in FIGURE 4 for admitting gaseous fuel into the system, anyother desired number of condutis may be utilized to obtain a desiredmixture of fuel and combustion-supporting gas in the device. The numberof air inlet passageways 22 can be varied, and valving means can beprovided for adjusting the total intake `area of the passageways 22 and30. Such valving means may consist of plate members which can be movedto partially, or totally, cover individual passageways, or certainpassageways may be simply plugged to reduce the total area for admittingair or other combustion-supporting gas into the device. Also, asdiscussed above, the separate sleeve member 46 may be utilized to adjustthe areas of all passageways 22 and 60.

FIGURES 5 through 7 illustrate a series of steps in a typical operationof the propulsor device of this invention. FIGURE 5 illustrates thepropulsor device, as attached to a marine vessel, and it can be seenthat a water column is supported within the tubular duct means 12 of thepropulsor device. The uppermost level 56 of water contained within thetubular duct means 12 may be higher or lower than the level of the bodyof water in which the device is operating, depending on the frequency ofignition of fuel mixture within the combustion cham-ber. However, it isimportant that the tubular duct means 12 'have a sufficient length toprovide an internal volume of space above the uppermost level S6 of thewater which is greater than the volume of combustion and exhaust gaseswhich will be expelled from the combustion chamber 10 by a detonationtherein. This important relationship permits a free movement of a shockwave from the combustion chamber to the water level 56. The stepillustrated in FIG- URE 5 is representative of the beginning of a cycleof operation for the device, and subsequent steps will cause a rapidexpulsion of the water column, or slug of water, from the tubular ductmeans 12 to propel the marine vessel to which the device is attached.FIGURE 6 illustrates the condition of the propulsor device of FIGURE 5after a detonation has formed a shock wave within the device. The formedshock wave is delivered to the surface 56 of the column of water whichwas previously contained within the tubular duct means i12, and theimpact of the shock wave with the column of water causes a very rapidexpulsion, and the resulting increase in pressure at the outlet end ofthe tubular duct means 12, creates an efficient propulsive moment. Afterthe water column and all combusion products have been expelled from thetubular duct means 12, relatively low pressure conditions are createdwithin the combustion chamber 10. These low pressure conditions assistin an induction and adm-ission of fuel and air into the combustionchamber for a subsequent ignition and detonation. It has been found thatthe initial impact of a shock wave with the surface 56 of the column ofwater contained within the tubular duct means produces secondary waveswhich are reflected back up the tubular duct means and into thecombustion charnber 10. These reflected secondary waves contribute tothe creation of a turbulence within the combustion chamber, and thecreated turbulence provides for ya very efficient and complete mixing offuel and air within the chamber. However, the turbulent conditions whichare created are not sufficient to cause a residual, or premature,ignition of admitted fuel and air, and this is important to a successfulformation of a `shock wave during a subsequent ignition and detonationof the fuel-air mixture. FIGURE 7 schematically illustrates theadmission, or induction, of fuel and air into the system during andafter the initial expulsion of water from the tubular duct means. FIGURE7 also illustrates the return of a new column of water into the tubularduct means as a result of the low pressure conditions which exist withinthe unit. The rate of return of Water into the tubular duct means issubstantially slower than the rate of expulsion of water from thepropulsor device, and therefore, a net propulsive effect is obtained.The low pressure conditions which are created within the combustionchamber 10 after each detonation are sufficiently low to draw a newcolumn of water all the way up to, and into, the combustion chamberitself, but this is normally prevented by timing controls which controlthe operation of the igniter means 24 so that a new ignition anddetonation takes place before the ne-w column of water has reached thecombustion chamber 10. By adjusting the tim-ing controls associated withthe igniter means 24, the volume of Water which is inducted into thetubular duct means 12 can be controlled, and this provides for avariable control of the propulsive effect of the propulsive device. Thearrows which are shown in FIGURES 6 and 7 illustrate movement of fluidsand movement of the propulsor device through a body of water. Thepropulsor device which is illustrated in FIG- URES 5 through 7 alsoincludes an augmenter means 60 which may be attached to the terminaloutlet end of the tubular duct means to increase the efiiciency of thepropulsor device. However, the propulsive eiect of the device of thepresent invention is so great that very substantial and eliicientpropulsion effects are obtained by a unit of the type illustrated inFIGURE l having no augmenter means attached. The augmenter means 60 isillustrated in greater detail in FIGURE 8.

Referring to FIGURE 8, the augmenter means 60 functions to increase theforward propulsion efficiency of the propulsor device during periodswhen water is being inducted into the tubular duct means 12 for asubsequent expulsion cycle. The augmenter means `60 has a frustoconicalconfiguration, and is attached to the outlet end of the tubular ductmeans by strut .members 62. Any desired number of the strut members 62may be spaced about the outlet end of the tubular duct means forattaching the augmenter means 60 thereto. The strut members 62 may beairfoil shaped to reduce their resistance to movement through a body ofwater. The augmenter means is open-ended at both its leading andtrailing ends, and the internal diameter x at the trailing end of theaugmenter means `6() is approximately the same as the internal diameterof the tubular duct means 12, thereby avoiding any restriction of, orinterference with, the expulsion of a slug of water from the open end ofthe tubular duct means 12. Arrows are indicated around the open end ofthe tubular duct means 12 to show a typical flow of water into the openleading end of the augmenter device 60, and then into the open end ofthe tubular duct `means 12, for being inducted up into the tubular ductmeans 12. It has been found that the augmenter means of FIGURE 8contributes to the forward propulsion efficiency of the propulsor deviceby drawing a substantial volume of a new quantity of water from aforward area of the tubular duct means rather than from a region whichtrails the open end of the tubular duct means. The general direction ofmovement of the propulsor device is indicated by a large arrow, and thisforward movement, as created by each expulsion of water from the tubularduct means, causes a flow of water through the augmenter means 60. Aftereach expulsion, there is a coasting period in which the tubular ductmeans is refilled, and a fresh quantity of water is drawn into thetubular duct means in accordance with the ow path indicated. Also, aCoanda effect is obtained from the relationship of the augmenter means60 to the terminal end of the tubular duct .means 12, and this meansthat water which is flowing past the open terminal end of the tubularduct means 12 has a tendency to turn inwardly towards the central axisof the open end of the tubular duct means. This effect assists in aninduction of a fresh quantity of water into the tubular duct means aftereach expulsion cycle.

FIGURE 9 is a sectional view of an augmenter which may be connected tothe end of a tubular duct to control the flow of liquid into and out ofthe duct. This arrangement may be used where the propulsor is used as apumping device (for example, in irrigation uses) and a shroud 63 isprovided to receive liquid into a first end 65 of the shroud for asubsequent discharge from an opposite end. A one-way valve means(symbolically represented at 67) of any known construction may beprovided to close the outlet end of the shroud during periods that wateris being re-inducted into the tubular duct 12. A similar oneway valvemay be provided at the inlet end of the shroud `63 in constructions`where the tubular duct has no curved terminal end 14 but is merelyconnected to the shroud to form a T-shaped connection.

FIGURES l and 11 illustrate alternative constructions which may beincorporated in the propulsor device of this invention. FIGUREillustrates a modified form of passageway 22 which may be milled, orotherwise formed, into the ring portion 34 of the unit. Of course, thepassageways 22 may be of any other suitable configuration, and the useof the term passageway is not intended to be limited to a bore having acircular cross section. In addition, the ring portion 34 can beeliminated from the construction, as shown in FIGURE ll, and thepassageways 22 can be formed directly through wall portions of eitherthe combustion chamber 10 or of the tubular duct means 12. However, itis important that air and fuel be admitted in relatively close proximityto the level of the primary opening 32 of the combustionl chamber 10,and the FIGURE 11 arrangement shows such a relationship. FIGURE 11 alsoillustrates alternative fuel injection or induction means which arepositioned to admit fuel through passageways 30 formed through wallportions of the combustion chamber 10. The passageways 30 may be of anyconfiguration, and may consist of circular borings formed on axes whichintersect the single high energy spark source of the igniter 24. Bydirecting admitted fuel towards the igniter means 24, it is possible toprotect the igniter means 24 from any moisture or water which .maysplash upwardly into the combustion chamber 10. Although the passageways22, for admitting combustion-supporting gas into the device, have beenillustrated as being open to an atmosphere surrounding the propulsordevice, it is to be understood that combustion-supporting gas may bemetered and admitted by way of conduits from any desired source. Thus,the entire device could be adapted for operation in a completelysubmerged attitude, and all fuel and combustion-supporting gas could beadmitted into the system from sources which are isolated from the bodyof water into which the device is submerged.

FIGURE 12 illustrates a particular adaptation of the propulsor device ofthis invetion to a hydrofoil construction 70. The hydrofoil constructionmay be of the type which is carried by a marine vessel for decreasingthe draft of the vessel as the vessel is accelerated through a body ofwater, The combination which is shown in FIGURE 12 provides for both apropulsion and a lifting of a vesel by such a hydrofoil construction,and the hydrofoil may be connected to the vesel by struts 72.Alternatively, the tubular duct means portion 12 of the propulsor devicemay function as an interconnectig strut member between the hydrofoil 70and the vessel to which it is attached. The tubular duct means 12 mayhave a stream lined outside configuration to improve its owcharcateristics through a body of water. With the arrangement shown inFIGURE 12, slugs of water are periodically and rapidly expelled from thetubular duct means 12, as described above. In addition, the device hasbeen modified to provide an inlet port 74 through a leading edge of thetubular duct means and at a level which 1s substantially in line with anupper surface 76 of the hydrofoil 70. The opening 74 functions toprovide a means by which an upper boundary layer can be drawn off fromthe upper surface 76 of the hydrofoil 70 during each expulsion cycle ofwater from the tubular duct means 12. The rapid expulsion of water fromthe tubular duct means 12 will create a venturi effect at the opening 74so as to entrain additional liquid from the upper surface 76 of thehydrofoil 70. This arrangement contributes to the lifting efficiency ofthe hydrofoil 7 0.

FIGURE 13 is a schematic representation of alternative uses to which thedevice of the present invention may be applied- For example, it ispossible to admit molten metal, or other materials in a plastic state,into an induction distributor 80 as schematically illustrated in FIGURE13. Such plastic state materials can be rapidly expelled from thetubular duct means 12 by detonations and shock wave formations to causethe plastic material to be driven from an open end of the tubular ductmeans. This arrangement may be used in metal forming applicationswherein water may be expelled against a metal sheet to obtain desiredconfigurations and shapes of a vfinal product, Also, the propulsor maybe used to expel water in riot control uses, and adjustments may be madein the operation of the device to assure a safe use which will notinjure persons against which it is directed.

FIGURES 14 and 15 illustrate control devices which may be associatedwith the propulsor device to achieve a safe and controlled operation ofthe device. For example, it is desirable to relate the admission of fueland the operation of the ignition means 24 to one another so that onecannot overlap the other in its timed sequence of peration. This type ofcontrol may be effected by a switching means 90 which functions toactuate either circuit 92 or circuit 94 for an alternate sequence ofoperation. The switch means 90 may be operated by a trigger pulsegenerator which is variable in its timed sequence of operation, and thusthe timing of igniter means 24 can be adjusted. The adjustment of theigniter means 24 automatically adjusts the alternate sequence ofoperation of circuit 94 to open solenoid valves 96 for admitting fuelinto the combustion chamber 10. The switch means 90 and the coil 98 maybe in the form of a transistorized ignition system, such as a JudsonElectronic Magneto System. Preferably the solenoid valve 96 is of a typewhich can operate at relatively high frequencies with littlemaintenance, and a suitable solenoid comprises a guillotine type ofmechanism which is periodically actuated (by cams, or otherwise) toengage and squeeze the conduit 20 suicietnly to shut off the flow offuel therethrough.

FIGURE 15 graphically illustrates a sequence of operation for thepropulsor device, and the timed operations of a coil 98 (of FIGURE 14)and of solenoid valves 96 are compared. It can be seen that each triggerimpulse results in a charging of the coil 98 while the gas solenoid 96is being operated to admit fuel into the system. At the end of eachinterval of admission of fuel into the system, the gas solenoid valvesare shut off, and the coil 98 is discharged.

FIGURE 16 illustrates another system for controlling fuel supply andignition to the propulsor device of this invention, The sysem of FIGURE16 is connected to the propulsor device in the same manner as sohwn inFIG- URE 14, i.e., conduit 20 admits fuel into the combustion chamber10, and circuit 92 carries a timed impulse from a generator to a coil98. The schematic illustration of FIGURE 16 shows a piston 102 which isreciprocated back and forth in a chamber for controlling and meteringthe ow of fuel from a pressurized fuel supply to the conduit 20. Fuelfrom a pressurized supply maintains a ball valve 104 in a normallyclosed position, but extreme movements of the piston (to the left asviewed in FIGURE 16) displaces the ball valve 104 out of its seatedposition so as to admit a quantity of fuel into the chamber in which thepiston is operating. A projection is provided on the head of the pistonto displace the ball valve 104. Movements of the piston in an oppositedirection (to the right as viewed in FIGURE 16) cause the admittedquantity of fuel to be moved out of the piston chamber and through theconduit 20. Reciprocal movements of the piston are dictated by arotating crank 106 connected to the piston by way of a connecting rod108. The rotating crank 106 is mounted on a drive shaft 110. Impulsesare relayed to the coil 98 by rotating movements of the drive shaft 110relative to a generator. A surface portion of the drive shaft is coated,or otherwise constructed, to make and break a flow of current throughthe circuit 92. This may be accomplished in any well known manner, suchas by providing insulated zones between non-insulated zones on thesurface of the drive shaft so that current is delivered to contactbrushes which are maintained in contact with the drive shaft while it isrotating` Current will be delivered in accordance with whether or not anon-insulated zone is exposed to a contact brush.

Although this invention has been described with reference to specificembodiments and examples, it is to be understood that equivalentstructures may be substituted and obvious variations may be utilized. Itis intended that such substitutions and variations be included withinthe scope of the general concepts and principles of this invention.

What is claimed is:

1. An improved propulsor device compri-sing:

a combustion chamber for receiving and detonating an ignitable fuel,said combustion chamber having a primary opening in communicationtherewith for admitting a fuel and gas mixture and for releasingcombustion products and detonation forces from said combustion chamber,

a tubular duct means connected to the single opening of said combustionchamber for for-ming a communication between the combustion chamber anda body of liquid into which the tubular duct means extends, said tubularduct means having a terminal end which is open and which can be placedbelow the surface of said body of liquid for rapidly expelling slugs ofliquid out of the tubular duct means after each detonation which takesplace in said combustion chamber, said terminal end of said tubular ductmeans being curved relative to a main central axis of the tubular ductmeans so that the open end of the terminal end can be directed in adirection which is opposite to the direction of propulsion which is tobe obtained from the propulsor device,

at least one passageway formed through a portion of said device proximalto the connection between the combustion chamber and tubular duct means,said at least one passageway being above or isolated from said body ofliquid in which said propulsor device is to be operated and having afunction to admit a combustion-supporting gas into said tubular ductmeans and then into said combustion chamber after each detonation ofignitable fuel in the combustion chamber, and v fuel admission meanscommunicating with said propulsor device for mixing an ignitable fuelwith the combustion-supporting gas which is introduced into saidcombustion chamber.

2. The propulsor device of claim 1 wherein said tubular duct means has asubstantially constant internal diameter throughout its entire length.

3. The propulsor device of claim 1 and including means for mounting thepropulsor device on a marine vessel with a lower portion of said tubularduct means below the surface level of a body of water in which themarine vessel is to be operated, and with an upper portion of thetubular duct means and all of said combustion chamber isolated from thebody of water in which the vessel and propulsor device are positionedfor use so that water cannot normally enter the combustion chamber.

4. The propulsor device of claim 1 wherein said tubular duct means is ofa sufficient length to support a column of water within its confineswhich extends above the level of said body of water in which thepropulsor device is operating but which normally remains below thelevels of said at least one passageway and said combustion chamber.

5. The propulsor device of claim 1 wherein said combustion chamberincludes an igniter means for detonating a fuel mixture introduced intothe combustion charnber.

6. The propulsor device of claim 1 wherein said igniter means ispositioned at an end of said combustion chamber which is remote from andin substantial alignment with the center of said single openingconnecting said combustion chamber to said tubular duct means.

7. The propulsor device of claim 6 wherein said at least one passagewaythrough said tubular duct means is positioned in close proximity to saidcombustion chamber so that a combustion-supporting gas is drawn intosaid combustion chamber and thoroughly mixed with said ignitable fuelafter each explosion in said combustion chamber.

8. The propulsor device of claim 1 wherein said combustion chamber isgenerally tapered in its internal crosssectonal dimensions, said taperedcombustion chamber converging in a direction extending from an initialignition area within the combustion chamber towards said primary openingwhich communicates with said combustion chamber, so that a detonationshock wave is formed and strengthened within the combustion chamberprior to contact of the shock wave with liquid in said tubular ductmeans.

9. The propulsor device of claim 8 wherein the taper of the combustionchamber interior is approximately 15 as related to the centrallongitudinal axis of the propulsor device.

10. The propulsor device of claim 8 wherein the taper of the combustionchamber interior is within the range of to 45 as related to the centrallongitudinal axis of the propulsor device.

11. The propulsor device of claim 8 wherein said tubular duct means hasan internal gas space, above the average level of liquid inducted intosaid tubular duct, which is greater in volume than the internal volumeof the combustion chamber.

12. The propulsor of claim 8 wherein said tubular duct has an internaldiameter which is slightly greater than the diameter of said primaryopening of said combustion chamber, at a level where said at least onepassageway is formed through said tubular duct means.

13. The propulsor unit of claim 12 wherein said tubular duct has aslight diverging taper relative to said central longitudinal axis in adirection away from said primary opening and at a level downstream fromsaid at least one passageway which is formed through said tubular duct.

14. The propulsor unit of claim 8 wherein a plurality of passageways forinducting combustion-supporting gas and for admitting fuel are formedthrough said tubular duct means at a level nearly adjacent to saidprimary opening of said combustion chamber.

15. The propulsor of claim 8 wherein fuel admission port means areprovided through a wall of the combustion chamber. p

16. The propulsor of claim 15 wherein said fuel admission port means arepositioned to admit fuel on a line of travel which substantiallyintersects the position of an igniter means contained with lthecombustion charnber.

17. The propulsor device of claim 8 in combination with a hydrofoilstructure, with the terminal end of said propulsor device beingconnected to a trailing edge of said hydrofoil, and including aninduction inlet through a forward portionof the tubular duct means at alevel approximately even with an upper surface of said hydrofoilstructure.

References Cited UNITED STATES PATENTS 368,678 8/1887 McDougall 60-222963,167 7/1910 Munoz 103-249 1,029,039 6/1912l Badcock 103-250 2,885,9885/1959 Myers ll5l3 XR CARLTON R. CROYLE, Primary Examiner U.S. Cl. X.R.-221; 103-249; 11'5-13

